ece...ece/trans/wp.29/2015/105 3 1. scope this regulation applies to vehicles of category m 1 1 with...

GE.15-

Economic Commission for Europe

Inland Transport Committee

World Forum for Harmonization of Vehicle Regulations

167th

session

Geneva, 10-13 November 2015

Item 4.13.1 of the provisional agenda

1958 Agreement – Consideration of proposals for new Regulations

submitted by the Working Parties subsidiary to the World Forum

Proposal for a new Regulation on frontal impact with focus on restraint systems

Submitted by the Working Party on Passive Safety *

The text reproduced below was adopted by the Working Party on Passive Safety

(GRSP) at its fifty-seventh session (ECE/TRANS/WP.29/GRSP/57, para. 33). It is based on

ECE/TRANS/WP.29/GRSP/2015/11 as amended by Annex V to the report. It is submitted

to the World Forum for Harmonization of Vehicle Regulations (WP.29) and to the

Administrative Committee AC.1 for consideration.

* In accordance with the programme of work of the Inland Transport Committee for 2012–2016

(ECE/TRANS/224, para. 94 and ECE/TRANS/2012/12, programme activity 02.4), the World Forum

will develop, harmonize and update Regulations in order to enhance the performance of vehicles. The

present document is submitted in conformity with that mandate.

United Nations ECE/TRANS/WP.29/2015/105

Economic and Social Council Distr.: General

24 August 2015

Original: English

ECE/TRANS/WP.29/2015/105

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Uniform provisions concerning the approval of passenger cars in the event of a frontal collision with focus on the restraint system

Contents

Page

Regulation

1. Scope ......................................................................................................................................... 3

2. Definitions ........................................................................................................................................ 3

3. Application for approval .................................................................................................................. 6

4. Approval ......................................................................................................................................... 6

5. Specifications ................................................................................................................................... 7

6. Instructions for users of vehicles equipped with airbags .................................................................. 12

7. Modification and extension of approval of the vehicle type ............................................................ 14

8. Conformity of production ................................................................................................................. 15

9. Penalties for non-conformity of production ..................................................................................... 15

10. Production definitively discontinued ................................................................................................ 15

11. Transitional provisions ..................................................................................................................... 15

12. Names and addresses of Technical Services responsible for conducting approval tests,

and of Type Approval Authorities .................................................................................................... 16

Annexes

1 Communication ................................................................................................................................ 17

2 Arrangements of approval marks ..................................................................................................... 19

3 Test procedure .................................................................................................................................. 20

4 Performance criteria ......................................................................................................................... 26

5 Arrangement and installation of dummies and adjustment of restraint systems .............................. 28

6 Procedure for determining the "H" point and the actual torso angle for seating positions in

motor vehicles .................................................................................................................................. 35

Appendix 1 - Description of the three dimensional "H" point machine (3-D H machine) ............... 35

Appendix 2 - Three-dimensional reference system .......................................................................... 35

Appendix 3 - Reference data concerning seating positions .............................................................. 35

7 Test procedure with trolley .............................................................................................................. 36

Appendix - Equivalence curve - tolerance band for curve V = f(t) ................................................ 38

8 Technique of measurement in measurement tests: Instrumentation ................................................. 39

9 Test procedures for the protection of the occupants of vehicles operating on electrical power

from high voltage and electrolyte spillage ....................................................................................... 44

Appendix - Jointed test finger (IPXXB) ........................................................................................... 50


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1. Scope

This Regulation applies to vehicles of category M11 with a maximum

permissible mass below 3.5 tonnes; other vehicles may be approved at the

request of the manufacturer.

2. Definitions

For the purpose of this Regulation:

2.1. "Protective system" means interior fittings and devices intended to restrain

the occupants and contribute towards ensuring compliance with the

requirements set out in paragraph 5. below.

2.2. "Type of protective system" means a category of protective devices which do

not differ in such essential respects as their:

(a) Technology;

(b) Geometry;

(c) Constituent materials.

2.3. "Vehicle width" means the distance between two planes parallel to the

longitudinal median plane (of the vehicle) and touching the vehicle on either

side of the said plane but excluding the external devices for indirect vision,

side marker lamps, tyre pressure indicators, direction indicator lamps,

position lamps, flexible mud-guards and the deflected part of the tyre side-

walls immediately above the point of contact with the ground.

2.4. "Vehicle type" means a category of power-driven vehicles which do not differ

in such essential respects as:

2.4.1. The length and width of the vehicle, in so far as they have a negative effect

on the results of the impact test prescribed in this Regulation;

2.4.2. The structure, dimensions, lines and materials of the part of the vehicle

forward of the transverse plane through the "R" point of the driver's seat, in

so far as they have a negative effect on the results of the impact test

prescribed in this Regulation;

2.4.3. The lines and inside dimensions of the passenger compartment and the type

of protective system, in so far as they have a negative effect on the results of

the impact test prescribed in this Regulation;

2.4.4. The siting (front, rear or centre) and the orientation (transversal or

longitudinal) of the engine, in so far as they have a negative effect on the

result of the impact test procedure as prescribed in this Regulation;

2.4.5. The unladen mass, in so far as there is a negative effect on the result of the

impact test prescribed in this Regulation;

2.4.6. The optional arrangements or fittings provided by the manufacturer, in so far

1 As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document

ECE/TRANS/WP.29/78/Rev.3, para. 2 -

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as they have a negative effect on the result of the impact test prescribed in

this Regulation;

2.4.7. The locations of the REESS, in so far as they have a negative effect on the

result of the impact test prescribed in this Regulation.

2.5. Passenger compartment

2.5.1. "Passenger compartment with regard to occupant protection" means the

space for occupant accommodation, bounded by the roof, floor, side walls,

doors, outside glazing and front bulkhead and the plane of the rear

compartment bulkhead or the plane of the rear-seat back support;

2.5.2. "Passenger compartment for electric safety assessment" means the space for

occupant accommodation, bounded by the roof, floor, side walls, doors,

outside glazing, front bulkhead and rear bulkhead, or rear gate, as well as by

the electrical protection barriers and enclosures provided for protecting the

occupants from direct contact with high voltage live parts.

2.6. "R point" means a reference point defined for each seat by the manufacturer

in relation to the vehicle's structure, as indicated in Annex 6.

2.7. "H point" means a reference point determined for each seat by the testing

service responsible for approval, in accordance with the procedure described

in Annex 6.

2.8. "Unladen kerb mass" means the mass of the vehicle in running order,

unoccupied and unladen but complete with fuel, coolant, lubricant, tools and

a spare wheel (if these are provided as standard equipment by the vehicle

manufacturer).

2.9. "Airbag" means a device installed to supplement safety belts and restraint

systems in power-driven vehicles, i.e. systems which, in the event of a severe

impact affecting the vehicle, automatically deploy a flexible structure

intended to limit, by compression of the gas contained within it, the gravity

of the contacts of one or more parts of the body of an occupant of the vehicle

with the interior of the passenger compartment.

2.10. "Passenger airbag" means an airbag assembly intended to protect

occupant(s) in seats other than the driver's in the event of a frontal collision.

2.11. "High voltage" means the classification of an electric component or circuit, if

its working voltage is > 60 V and ≤ 1,500 V direct current (DC) or > 30 V

and ≤ 1,000 V alternating current (AC) root – mean – square (rms).

2.12. "Rechargeable electrical energy storage system (REESS)" means the

rechargeable electrical energy storage system which provides electrical

energy for propulsion.

2.13. "Electrical protection barrier" means the part providing protection against

any direct contact to the high voltage live parts.

2.14. "Electrical power train" means the electrical circuit which includes the

traction motor(s), and may also include the REESS, the electrical energy

conversion system, the electronic converters, the associated wiring harness

and connectors, and the coupling system for charging the REESS.

2.15. "Live parts" means conductive part(s) intended to be electrically energized in

normal use.


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2.16. "Exposed conductive part" means the conductive part which can be touched

under the provisions of the protection IPXXB and which becomes electrically

energized under isolation failure conditions. This includes parts under a cover

that can be removed without using tools.

2.17. "Direct contact" means the contact of persons with high voltage live parts.

2.18. "Indirect contact" means the contact of persons with exposed conductive

parts.

2.19. "Protection IPXXB" means protection from contact with high voltage live

parts provided by either an electrical protection barrier or an enclosure and

tested using a Jointed Test Finger (IPXXB) as described in paragraph 4. of

Annex 11,

2.20. "Working voltage" means the highest value of an electrical circuit voltage

root-mean-square (rms), specified by the manufacturer, which may occur

between any conductive parts in open circuit conditions or under normal

operating conditions. If the electrical circuit is divided by galvanic isolation,

the working voltage is defined for each divided circuit, respectively.

2.21. "Coupling system for charging the rechargeable electrical energy storage

system (REESS)" means the electrical circuit used for charging the REESS

from an external electrical power supply including the vehicle inlet.

2.22. "Electrical chassis" means a set made of conductive parts electrically linked

together, whose electrical potential is taken as reference.

2.23. "Electrical circuit" means an assembly of connected high voltage live parts

which is designed to be electrically energized in normal operation.

2.24. "Electrical energy conversion system" means a system (e.g. fuel cell) that

generates and provides electrical energy for electrical propulsion.

2.25. "Electronic converter" means a device capable of controlling and/or

converting electrical power for electrical propulsion.

2.26. "Enclosure" means the part enclosing the internal units and providing

protection against any direct contact.

2.27. "High Voltage Bus" means the electrical circuit, including the coupling

system for charging the REESS that operates on a high voltage.

2.28. "Solid insulator" means the insulating coating of wiring harnesses, provided

in order to cover and prevent the high voltage live parts from any direct

contact. This includes covers for insulating the high voltage live parts of

connectors; and varnish or paint for the purpose of insulation.

2.29. "Automatic disconnect" means a device that when triggered, galvanically

separates the electrical energy sources from the rest of the high voltage

circuit of the electrical power train.

2.30. "Open type traction battery" means a type of battery requiring liquid and

generating hydrogen gas released to the atmosphere.

2.31. "Automatically activated door locking system" means a system that locks the

doors automatically at a pre-set speed or under any other condition as defined

by the manufacturer.


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3. Application for approval

3.1. The application for approval of a vehicle type with regard to the protection of

the occupants of the front seats in the event of a frontal collision shall be

submitted by the vehicle manufacturer or by their duly accredited

representative.

3.2. It shall be accompanied by the undermentioned documents in triplicate and

following particulars:

3.2.1. A detailed description of the vehicle type with respect to its structure,

dimensions, lines and constituent materials;

3.2.2. Photographs, and/or diagrams and drawings of the vehicle showing the

vehicle type in front, side and rear elevation and design details of the forward

part of the structure;

3.2.3. Particulars of the vehicle's unladen kerb mass;

3.2.4. The lines and inside dimensions of the passenger compartment;

3.2.5. A description of the interior fittings and protective systems installed in the

vehicle;

3.2.6. A general description of the electrical power source type, location and the

electrical power train (e.g. hybrid, electric).

3.3. The applicant for approval shall be entitled to present any data and results of

tests carried out which make it possible to establish that compliance with the

requirements can be achieved with a sufficient degree of confidence.

3.4. A vehicle which is representative of the type to be approved shall be

submitted to the Technical Service responsible for conducting the approval

tests.

3.4.1. A vehicle not comprising all the components proper to the type may be

accepted for test provided that it can be shown that the absence of the

components has no detrimental effect on the results of the test in so far as the

requirements of this Regulation are concerned.

3.4.2. It shall be the responsibility of the applicant for approval to show that the

application of paragraph 3.4.1. above is compatible with compliance with the

requirements of this Regulation.

4. Approval

4.1. If the vehicle type submitted for approval pursuant to this Regulation meets

the requirements of this Regulation, approval of that vehicle type shall be

granted.

4.1.1. The Technical Service appointed in accordance with paragraph 12. below

shall check whether the required conditions have been satisfied.

4.1.2. In case of doubt, account shall be taken, when verifying the conformity of the

vehicle to the requirements of this Regulation, of any data or test results

provided by the manufacturer which can be taken into consideration in

validating the approval test carried out by the Technical Service.

4.2. An approval number shall be assigned to each type approved. Its first two


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digits (at present 00 corresponding to the 00 series of amendments) shall

indicate the series of amendments incorporating the most recent major

technical amendments made to the Regulation at the time of issue of the

approval. The same Contracting Party may not assign the same approval

number to another vehicle type.

4.3. Notice of approval or of refusal of approval of a vehicle type pursuant to this

Regulation shall be communicated by the Parties to the Agreement which

apply this Regulation by means of a form conforming to the model in

Annex 1 to this Regulation and photographs and/or diagrams and drawings

supplied by the applicant for approval, in a format not exceeding A4

(210 X 297 mm) or folded to that format and on an appropriate scale.

4.4. There shall be affixed, conspicuously and in a readily accessible place

specified on the approval form, to every vehicle conforming to a vehicle type

approved under this Regulation, an international approval mark consisting of:

4.4.1. A circle surrounding the letter "E" followed by the distinguishing number of

the country which has granted approval; 2

4.4.2. The number of this Regulation, followed by the letter "R", a dash and the

approval number, to the right of the circle prescribed in paragraph 4.4.1. above.

4.5. If the vehicle conforms to a vehicle type approved, under one or more other

Regulations annexed to the Agreement, in the country which has granted

approval under this Regulation, the symbol prescribed in paragraph 4.4.1.

above need not be repeated; in such a case the Regulation and approval

numbers and the additional symbols of all the Regulations under which

approval has been granted in the country which has granted approval under

this Regulation shall be placed in vertical columns to the right of the symbol

prescribed in paragraph 4.4.1.

4.6. The approval mark shall be clearly legible and be indelible.

4.7. The approval mark shall be placed close to or on the vehicle data plate

affixed by the manufacturer.

4.8. Annex 2 to this Regulation gives examples of approval marks.

5. Specifications

5.1. General specifications

5.1.1. The "H" point for each seat shall be determined in accordance with the

procedure described in Annex 6.

5.1.2. When the protective system for the front seating positions includes belts, the

belt components shall meet the requirements of Regulation No. 16.

5.1.3. Seating positions where a dummy is installed and the protective system

includes belts, shall be provided with anchorage points conforming to

Regulation No. 14.

2 The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in

Annex 3 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document

ECE/TRANS/WP.29/78/Rev. 3, Annex 3 -


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5.2. Specifications for the restraint system test (Full Width Rigid Barrier test)

The vehicle shall be tested and approved in accordance with the method

described in Annex 3.

The vehicle which, in agreement with the Technical Service, is considered as

having the worst case effect on the result of the injury criteria specified in

paragraph 5.2.1. shall be selected for this test.

The test of the vehicle carried out in accordance with the method described in

Annex 3. shall be considered satisfactory if all the conditions set out in

paragraphs 5.2.1. to 5.2.6. below are all satisfied at the same time.

Additionally, vehicles equipped with electric power train shall meet the

requirements of paragraph 5.2.8. This can be met by a separate impact test at

the request of the manufacturer and after validation by the Technical Service,

provided that the electrical components do not influence the occupant

protection performance of the vehicle type as defined in paragraphs 5.2.1. to

5.2.5. of this Regulation. In case of this condition the requirements of

paragraph 5.2.8. shall be checked in accordance with the methods set out in

Annex 3 to this Regulation, except paragraphs 2., 5. and 6. of Annex 3.

A dummy corresponding to the specifications for Hybrid III fiftieth percentile

(see footnote 1 of Annex 3) fitted with a 45° ankle angle and meeting the

specifications for its adjustment shall be installed in driver’s seat.

A dummy corresponding to the specifications for Hybrid III fifth percentile

(see footnote 1 of Annex 3) fitted with a 45° ankle angle and meeting the

specifications for its adjustment shall be installed in the outboard passenger’s

seat.

5.2.1. The performance criteria described in Annex 4 and recorded in accordance

with Annex 8, on the dummies in the front outboard seats shall meet the

following conditions:

5.2.1.1. Hybrid III fiftieth percentile adult male performance requirements:

5.2.1.1.1. The head performance criterion (HPC) shall not exceed 1000 and the

resultant head acceleration shall not exceed 80 g for more than 3 ms. The

latter shall be calculated cumulatively, excluding rebound movement of the

head;

5.2.1.1.2. The Injury Criteria for neck shall not exceed the following values:

(a) The axial tensile neck force shall not exceed 3.3 kN;

(b) The fore/aft shear forces at the head/neck interface shall not exceed

3.1 kN;

(c) The neck bending moment about the y axis shall not exceed 57 Nm in

extension;

5.2.1.1.3. The thorax compression criterion (ThCC) shall not exceed 42 mm.

5.2.1.1.4. The viscous criterion (V * C) for the thorax shall not exceed 1.0 m/s;

5.2.1.1.5. The femur force criterion (FFC) shall not exceed 9.07 kN.

5.2.1.2. Hybrid III fifth percentile adult female performance requirements:

5.2.1.2.1. The head performance criterion (HPC) shall not exceed 1000 and the

resultant head acceleration shall not exceed 80 g for more than 3 ms. The


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latter shall be calculated cumulatively, excluding rebound movement of the

head;

5.2.1.2.2. The Injury Criteria for neck shall not exceed the following values:

(a) The axial tensile neck force shall not exceed 2.9 kN;

(b) The fore/aft shear forces at the head/neck interface shall not exceed

2.7 kN;

(c) The neck bending moment about the y axis shall not exceed 57 Nm in

extension;

5.2.1.2.3. The thorax compression criterion (ThCC) shall not exceed 42 mm.

5.2.1.2.4. The viscous criterion (V * C) for the thorax shall not exceed 1.0 m/s;

5.2.1.2.5. The femur force criterion (FFC) shall not exceed 7 kN.

5.2.2. Steering Wheel Displacement

5.2.2.1. After the test the residual steering wheel displacement, when measured at the

centre of the steering wheel hub, shall not exceed 80 mm in the upwards

vertical direction and 100 mm in the rearward horizontal direction.

5.2.2.2. Vehicles meeting the steering wheel displacement requirements of either

Regulations Nos. 12 or 94 are deemed to comply with paragraph 5.2.2.1.

above.

5.2.3. During the test no door shall open.

5.2.3.1 In the case of automatically activated door locking systems which are

installed optionally and/or which can be de-activated by the driver, this

requirement shall be verified by using one of the following 2 test procedures,

at the choice of the manufacturer:

5.2.3.1.1. If testing in accordance with Annex 3, paragraph 1.4.3.5.2.1., the

manufacturer shall in addition demonstrate to the satisfaction of the

Technical Service (e.g. manufacturer’s in-house data) that, in the absence of

the system or when the system is de-activated, no door will open in case of

the impact.

5.2.3.1.2. The test is conducted in accordance with Annex 3, paragraph 1.4.3.5.2.2.

5.2.4. After the impact, the side doors shall be unlocked.

5.2.4.1. In the case of vehicles equipped with an automatically activated door locking

system, the doors shall be locked before the moment of impact and be

unlocked after the impact.

5.2.4.2. In the case of vehicles equipped with automatically activated door locking

systems which are installed optionally and/or which can be de-activated by

the driver, this requirement shall be verified by using one of the following 2

test procedures, at the choice of the manufacturer:

5.2.4.2.1. If testing in accordance with Annex 3, paragraph 1.4.3.5.2.1., the

manufacturer shall in addition demonstrate to the satisfaction of the

Technical Service (e.g. manufacturer’s in-house data) that, in the absence of

the system or when the system is de-activated, no locking of the side doors

shall occur during the impact.

5.2.4.2.2. The test is conducted in accordance with Annex 3, paragraph 1.4.3.5.2.2.


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5.2.5. After the impact, it shall be possible, without the use of tools except for those

necessary to support the weight of the dummy:

5.2.5.1. To open at least one door, if there is one, per row of seats and, where there is

no such door, to move the seats or tilt their backrests as necessary to allow

the evacuation of all the occupants; this is, however, only applicable to

vehicles having a roof of rigid construction;

5.2.5.2. To release the dummies from their restraint system which, locked, shall be

capable of being released by a maximum force of 60 N on the centre of the

release control;

5.2.5.3. To remove the dummies from the vehicle without adjustment of the seats.

5.2.6. In the case of a vehicle propelled by liquid fuel, no more than slight leakage

of liquid from the fuel feed installation shall occur on collision.

5.2.7. If there is continuous leakage of liquid from the fuel-feed installation after

the collision, the rate of leakage shall not exceed 30 g/min; if the liquid from

the fuel-feed system mixes with liquids from the other systems and the

various liquids cannot easily be separated and identified, all the liquids

collected shall be taken into account in evaluating the continuous leakage.

5.2.8. Following the test conducted in accordance with the procedure defined in

Annex 9 to this Regulation, the electrical power train operating on high

voltage, and the high voltage components and systems, which are

galvanically connected to the high voltage bus of the electric power train,

shall meet the following requirements:

5.2.8.1. Protection against electrical shock

After the impact at least one of the four criteria specified in

paragraph 5.2.8.1.1. through paragraph 5.2.8.1.4.2. below shall be met.

If the vehicle has an automatic disconnect function, or device(s) that

galvanically divide the electric power train circuit during driving condition,

at least one of the following criteria shall apply to the disconnected circuit or

to each divided circuit individually after the disconnect function is activated.

However criteria defined in 5.2.8.1.4. below shall not apply if more than a

single potential of a part of the high voltage bus is not protected under the

conditions of protection degree IPXXB.

If the test is performed under the condition that part(s) of the high voltage

system are not energized, the protection against electrical shock shall be

proved by either paragraph 5.2.8.1.3. or paragraph 5.2.8.1.4. below for the

relevant part(s).

For a coupling system that charges the REESS, which is not energized during

driving conditions, at least one of the four criteria specified in paragraphs

5.2.8.1.1. to 5.2.8.1.4. shall be met.

5.2.8.1.1. Absence of high voltage

The voltages Vb, V1 and V2 of the high voltage buses shall be equal or less

than 30 VAC or 60 VDC as specified in paragraph 2. of Annex 9.

5.2.8.1.2. Low electrical energy

The total energy (TE) on the high voltage buses shall be less than 2.0 joules

when measured according to the test procedure as specified in paragraph 3. of


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Annex 9 with the formula (a). Alternatively the total energy (TE) may be

calculated by the measured voltage Vb of the high voltage bus and the

capacitance of the X-capacitors (Cx) specified by the manufacturer according

to formula (b) of paragraph 3. of Annex 9.

The energy stored in the Y-capacitors (TEy1, TEy2) shall also be less than

2.0 joules. This shall be calculated by measuring the voltages V1 and V2 of

the high voltage buses and the electrical chassis, and the capacitance of the

Y-capacitors specified by the manufacturer according to formula (c) of

paragraph 3. of Annex 9.

5.2.8.1.3. Physical protection

For protection against direct contact with high voltage live parts, the

protection IPXXB shall be provided.

In addition, for protection against electrical shock which could arise from

indirect contact, the resistance between all exposed conductive parts and the

electrical chassis shall be lower than 0.1 Ohm when there is current flow of at

least 0.2 Ampere.

This requirement is satisfied if the galvanic connection has been made by

welding.

5.2.8.1.4. Isolation resistance

The criteria specified in paragraphs 5.2.8.1.4.1. and 5.2.8.1.4.2. below shall

be met.

The measurement shall be conducted in accordance with paragraph 5. of

Annex 9.

5.2.8.1.4.1. Electrical power train consisting of separate DC- or AC-buses

If the AC high voltage buses and the DC high voltage buses are galvanically

isolated from each other, isolation resistance between the high voltage bus

and the electrical chassis (Ri, as defined in paragraph 5. of Annex 9) shall

have a minimum value of 100 Ω/V of the working voltage for DC buses, and

a minimum value of 500 Ω/V of the working voltage for AC buses.

5.2.8.1.4.2. Electrical power train consisting of combined DC- and AC-buses

If the AC high voltage buses and the DC high voltage buses are galvanically

connected isolation resistance between the high voltage bus and the electrical

chassis (Ri, as defined in paragraph 5. of Annex 9) shall have a minimum

value of 500 Ω/V of the working voltage.

However, if the protection IPXXB is satisfied for all AC high voltage buses

or the AC voltage is equal or less than 30 V after the vehicle impact, the

isolation resistance between the high voltage bus and the electrical chassis

(Ri, as defined in paragraph 5. of Annex 9) shall have a minimum value of

100 Ω/V of the working voltage.

5.2.8.2. Electrolyte spillage

In the period from the impact until 30 minutes after no electrolyte from the

REESS shall spill into the passenger compartment and no more than 7 per

cent of electrolyte shall spill from the REESS except open type traction

batteries outside the passenger compartment. For open type traction batteries

no more than 7 per cent with a maximum of 0.5 liters shall spill outside the

passenger compartment.


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The manufacturer shall demonstrate compliance in accordance with

paragraph 6 of Annex 9.

5.2.8.3. REESS retention

REESS located inside the passenger compartment shall remain in the location

in which they are installed and REESS components shall remain inside

REESS boundaries.

No part of any REESS that is located outside the passenger compartment for

electric safety assessment shall enter the passenger compartment during or

after the impact test.

The manufacturer shall demonstrate compliance in accordance with

paragraph 7. of Annex 9.

6. Instructions for users of vehicles equipped with airbags

6.1. The vehicle shall carry information to the effect that it is equipped with

airbags for seats.

6.1.1. For a vehicle fitted with an airbag assembly intended to protect the driver,

this information shall consist of the inscription "AIRBAG" located in the

interior of the circumference of the steering wheel; this inscription shall be

durably affixed and easily visible.

6.1.2. For a vehicle fitted with a passenger airbag intended to protect occupants

other than the driver, this information shall consist of the warning label

described in paragraph 6.2. below.

6.2. A vehicle fitted with one or more passenger frontal protection airbags shall

carry information about the extreme hazard associated with the use of

rearward-facing child restraints on seats equipped with airbag assemblies.

6.2.1. As a minimum, this information shall consist of a label containing clear

warning pictograms as indicated below:


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The overall dimensions shall be at least 120 x 60 mm or the equivalent area.

The label shown above may be adapted in such a way that the layout differs

from the above example; however, the content shall meet the above

prescriptions.

6.2.2. In the case of a frontal protection airbag on the front passenger seat, the

warning shall be durably affixed to each face of the passenger front sun visor

in such a position that at least one warning on the sun visor is visible at all

times, irrespective of the position of the sun visor. Alternatively, one warning

shall be located on the visible face of the stowed sun visor and a second

warning shall be located on the roof behind the visor, so at least one warning

is visible all times. It shall not be possible to easily remove the warning label

from the visor and the roof without any obvious and clearly visible damage

remaining to the visor or the roof in the interior of the vehicle.

In the case of a frontal protection airbag for other seats in the vehicle, the warning

shall be directly ahead of the relevant seat, and clearly visible at all times to

Top symbols black, with yellow or

amber background

White background White background

Label outline, vertical and

horizontal line black

Pictogram according to ISO

2575:2004 - Z.01 shall be exact or

larger as well as in the specified

colours red, black and white

Pictogram images shall be

grouped, exact or larger as well

as in the indicated colours red,

black and white


14

someone installing a rear-facing child restraint on that seat. The requirements of

this paragraph and paragraph 6.2.1. do not apply to those seating positions

equipped with a device which automatically deactivates the frontal protection

airbag assembly when any rearward facing child restraint is installed.

6.2.3. Detailed information, making reference to the warning, shall be contained in

the owner's manual of the vehicle; as a minimum, the following text in all

official languages of the country or countries where the vehicle could

reasonably be expected to be registered (e.g. within the territory of the

European Union, in Japan, in Russian Federation or in New Zealand, etc.),

shall at least include:

"NEVER use a rearward facing child restraint on a seat protected

by an ACTIVE AIRBAG in front of it, DEATH or SERIOUS

INJURY to the CHILD can occur"

The text shall be accompanied by an illustration of the warning label as found

in the vehicle. The information shall be easily found in the owner's manual

(e.g. specific reference to the information printed on the first page,

identifying page tab or separate booklet, etc.)

The requirements of this paragraph do not apply to vehicles of which all

passenger seating positions are equipped with a device which automatically

deactivates the frontal protection airbag assembly when any rearward

facing child restraint is installed.

7. Modification and extension of approval of the vehicle type

7.1. Any modification affecting the structure, the number of front seats, the

interior trim or fittings, or the position of the vehicle controls or of

mechanical parts which might affect the energy-absorption capability of the

front of the vehicle shall be brought to the notice of the Type Approval

Authority granting approval. The Type Approval Authority may then either:

7.1.1. Consider that the modifications made are unlikely to have an appreciable

adverse effect and that in any case the vehicle still complies with the

requirements; or

7.1.2. Require the Technical Service responsible for conducting the tests to carry

out a further test, among those described below, according to the nature of

the modifications. As this regulation is primarily intended to assess the

vehicle restraint system further simplified testing may be conducted using

alternative test procedures such as those described in Annex 7.

7.1.2.1. Any modification of the vehicle affecting the general form of the structure of

the vehicle and/or any increase in mass greater than 8 per cent which in the

judgement of the authority would have a marked influence on the results of

the tests shall require a repetition of the test as described in Annex 3;

7.1.2.2. If the modifications concern only the interior fittings, if the mass does not

increase by more than 8 per cent and if the number of front seats initially

provided in the vehicle remains the same, the following shall be carried out:

7.1.2.2.1. A simplified test as provided for in Annex 7 and/or,

7.1.2.2.2. A partial test as defined by the Technical Service in relation to the


15

modifications made.

7.2. Confirmation or refusal of approval, specifying the alterations, shall be

communicated by the procedure specified in paragraph 4.3. above to the

Parties to the Agreement which apply this Regulation.

7.3. The Type Approval Authority issuing the extension of approval shall assign a

series number for such an extension and inform thereof the other Parties to

the 1958 Agreement applying this Regulation by means of a communication

form conforming to the model in Annex 1 to this Regulation.

8. Conformity of production

The conformity of production procedures shall comply with those set out in

the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2) with the

following requirements:

8.1. Every vehicle approved under this Regulation shall conform to the vehicle

type approved, as regards features contributing to the protection of the

occupants of the vehicle in the event of a frontal collision.

8.2. The holder of the approval shall ensure that for each type of vehicle at least

the tests concerning the taking of measurements are carried out.

8.3. The Type Approval Authority which has granted type approval may at any

time verify the conformity control methods applied in each production

facility. The normal frequency of these verifications shall be once every two

years.

9. Penalties for non-conformity of production

9.1. The approval granted in respect of a vehicle type pursuant to this Regulation

may be withdrawn if the requirement laid down in paragraph 7.1. above is

not complied with or if the vehicle or vehicles selected have failed to pass the

checks prescribed in paragraph 7.2. above.

9.2. If a Contracting Party to the Agreement applying this Regulation withdraws

an approval it has previously granted, it shall forthwith so notify the other

Contracting Parties applying this Regulation, by means of a communication

form conforming to the model in Annex 1 to this Regulation.

10. Production definitively discontinued

If the holder of the approval completely ceases to manufacture the type of

vehicle approved in accordance with the Regulation, they shall so inform the

Type Approval Authority which granted the approval. Upon receiving the

relevant communication that Authority shall inform thereof the other Parties

to the 1958 Agreement applying this Regulation by means of a

communication form conforming to the model in Annex 1 to this Regulation.

11. Transitional provisions

(Reserved)


16

12. Names and addresses of Technical Services responsible for conducting approval tests, and of Type Approval Authorities

The Contracting Parties to the Agreement applying this Regulation shall

communicate to the United Nations secretariat the names and addresses of

the Technical Services responsible for conducting approval tests, of

manufacturers authorized to carry out tests and of the Type Approval

Authorities which grant approval and to which forms certifying approval or

refusal or withdrawal of approval, issued in other countries, are to be sent.


Annex 1

17

Annex 1

Communication

(Maximum format: A4 (210 x 297 mm))

1

Concerning:2 Approval granted,

Approval extended,

Approval refused,

Approval withdrawn,

Production definitively discontinued,

of a vehicle type with regard to the protection of the occupants in the event of a frontal

collision, pursuant to Regulation No. [137]

Approval No.: .................................... Extension No.:............................................

1. Trade name or mark of the power-driven vehicle ........................................................

2. Vehicle type .................................................................................................................

3. Manufacturer's name and address ................................................................................

......................................................................................................................................

4. If applicable, name and address of manufacturer's representative

......................................................................................................................................

......................................................................................................................................

5. Brief description of the vehicle type as regards its structure, dimensions, lines and

constituent materials ....................................................................................................

......................................................................................................................................

5.1. Description of the protective system installed in the vehicle ........................................

......................................................................................................................................

Description of interior arrangements or fittings that might affect the tests ..................

......................................................................................................................................

5.3 Location of the electrical power source ........................................................................

6. Site of engine: forward/rear/central2

1 Distinguishing number of the country which has granted/extended/refused/withdrawn approval (see

approval provisions in the Regulation).

2 Strike out what does not apply

Issued by: Name of administration:

………….......................

………….......................

………….......................

………….......................


Annex 1

18

7. Drive: front-wheel/rear-wheel2

8. Mass of vehicle submitted for testing:

Front axle: ....................................................................................................................

Rear axle: .....................................................................................................................

Total: .............................................................................................................................

9. Vehicle submitted for approval on ...............................................................................

10. Technical Service responsible for conducting approval tests ......................................

11. Date of report issued by that Service ...........................................................................

12. Number of report issued by that Service ......................................................................

13. Approval granted/refused/extended/withdrawn2

14. Position of approval mark on vehicle ...........................................................................

15. Place .............................................................................................................................

16. Date ..............................................................................................................................

17. Signature ......................................................................................................................

18. The following documents, bearing the approval number shown above, are annexed to

this communication: .....................................................................................................

(Photographs and/or diagrams and drawings permitting the basic identification of the

type(s) of vehicle and its possible variants which are covered by the approval)


Annex 2

19

Annex 2

Arrangements of approval marks

Model A

(See paragraph 4.4. of this Regulation)

a = 8 mm min.

The above approval mark affixed to a vehicle shows that the vehicle type concerned

has, with regard to the protection of the occupants in the event of a frontal collision, been

approved in France (E 2) pursuant to Regulation No. [137] under approval number 001424.

The approval number indicates that the approval was granted in accordance with the

requirements of Regulation No. [137] 00 series of amendments.

Model B

(See paragraph 4.5. of this Regulation)

a = 8 mm min.

The above approval mark affixed to a vehicle shows that the vehicle type concerned

has been approved in the Netherlands (E 4) pursuant to Regulations Nos. [137] and 11.1

The first two digits of the approval numbers indicate that, at the dates when the respective

approvals were granted, Regulation No. [137] incorporated the 00 series of amendments

and Regulation No. 11 incorporated the 02 series of amendments.

1 The latter number is given only as an example.

E2 a a

3 [137] R – 001424 a

3

a

2

[137] 00 1424

11 02 2439


Annex 3

20

Annex 3

Test procedure

The purpose of this test is to verify whether the vehicle satisfies the

requirements set forth in paragraph 5.2.

1. Installation and preparation of the vehicle

1.1. Testing ground

The test area shall be large enough to accommodate the run-up track, barrier

and technical installations necessary for the test. The last part of the track, for

at least 5 m before the barrier, shall be horizontal, flat and smooth.

1.2. Barrier

The barrier shall consist of a block of reinforced concrete not less than 3 m

wide in front and not less than 1.5 m high. The barrier shall be of such

thickness that it weighs at least 70 metric tons. The front face shall be flat,

vertical and perpendicular to the axis of the run-up track. It shall be covered

with plywood boards 20 ± 2 mm thick, in good condition. A structure on a

steel plate at least 25 mm thick may be placed between the plywood board

and the barrier. A barrier with different characteristics may likewise be used,

provided that the area of the impact surface is greater than the frontal crash

area of the vehicle being tested and provided that it gives equivalent results.

1.3. Orientation of the barrier

1.3.1. Alignment of the vehicle to the barrier.

It shall reach the obstacle on a course perpendicular to the collision wall; the

maximum lateral misalignment tolerated between the vertical median line of

the front of the vehicle and the vertical median line of the collision wall is ±

30 cm.

1.4. State of vehicle

1.4.1. General specification

The test vehicle shall be representative of the series production, shall include

all the equipment normally fitted and shall be in normal running order. Some

components may be replaced by equivalent masses where this substitution

clearly has no noticeable effect on the results measured under paragraph 6.

It shall be allowed by agreement between manufacturer and Technical

Service to modify the fuel system so that an appropriate amount of fuel can

be used to run the engine or the electrical energy conversion system.

1.4.2. Mass of vehicle

1.4.2.1. For the test, the mass of the vehicle submitted shall be the unladen kerb mass;

1.4.2.2. The fuel tank shall be filled with water to mass equal to 90 per cent of the

mass of a full load of fuel as specified by the manufacturer with a tolerance

of ±1 per cent;

This requirement does not apply to hydrogen fuel tanks.


Annex 3

21

1.4.2.3. All the other systems (brake, cooling ...) may be empty in this case, the mass

of the liquids shall be compensated;

1.4.2.4. If the mass of the measuring apparatus on board the vehicle exceeds the 25

kg allowed; it may be compensated by reductions which have no noticeable

effect on the results measured under paragraph 6 below.

1.4.2.5. The mass of the measuring apparatus shall not change each axle reference

load by more than 5 per cent, each variation not exceeding 20 kg.

1.4.2.6. The mass of the vehicle resulting from the provisions of paragraph 1.4.2.1.

above shall be indicated in the report.

1.4.3. Passenger compartment adjustments

1.4.3.1. Position of steering wheel

The steering wheel, if adjustable, shall be placed in the normal position

indicated by the manufacturer or, in the absence of any particular

recommendation by the manufacturer, midway between the limits of its

range(s) of adjustment. At the end of the propelled travel, the steering wheel

shall be left free, with its spokes in the position which according to the

manufacturer corresponds to straight-ahead travel of the vehicle.

1.4.3.2. Glazing

The movable glazing of the vehicle shall be in the closed position. For test

measurement purposes and in agreement with the manufacturer, it may be

lowered, provided that the position of the operating handle corresponds to the

closed position.

1.4.3.3. Gear-change lever position

The gear-change lever shall be in the neutral position. If the vehicle is

propelled by its own engine, then the gear-change lever position shall be

defined by the manufacturer.

1.4.3.4. Pedals

The pedals shall be in their normal position of rest. If adjustable, they shall be

set in their mid-position unless another position is specified by the

manufacturer.

1.4.3.5. Doors

The doors shall be closed but not locked.

1.4.3.5.1. In the case of vehicles equipped with an automatically activated door locking

system, the system shall be activated at the start of propulsion of the vehicle

in order to lock the doors automatically before the moment of impact. At the

choice of the manufacturer, the doors shall be locked manually before the

start of propulsion of the vehicle.

1.4.3.5.2. In the case of vehicles equipped with an automatically activated door locking

system that is installed optionally and/or which can be de-activated by the

driver, one of the following two procedures shall be used at the choice of the

manufacturer:

1.4.3.5.2.1. The system shall be activated at the start of propulsion of the vehicle in order

to lock the doors automatically before the moment of impact. At the choice of

the manufacturer, the doors shall be locked manually before the start of

propulsion of the vehicle.


Annex 3

22

1.4.3.5.2.2. The side doors on the driver side shall be unlocked and the system overridden

for these doors; for the side doors on the passenger side, the system may be

activated in order to lock these doors automatically before the moment of

impact. At the choice of the manufacturer, these doors shall be locked

manually before the start of propulsion of the vehicle. This test is deemed to

be fulfilled, if the unlocked and locked doors are reversed.

1.4.3.6. Opening roof

If an opening or removable roof is fitted, it shall be in place and in the closed

position. For test measurement purposes and in agreement with the

manufacturer, it may be open.

1.4.3.7. Sun-visor

The sun-visors shall be in the stowed position.

1.4.3.8. Rear-view mirror

The interior rear-view mirror shall be in the normal position of use.

1.4.3.9. Arm-rests

Arm-rests at the front and rear, if movable, shall be in the lowered position,

unless this is prevented by the position of the dummies in the vehicles.

1.4.3.10. Head restraints

Head restraints adjustable for height shall be in their appropriate position as

defined by the manufacturer. In the absence of any particular

recommendation from the manufacturer, then the head restraints shall be in

their uppermost position for the 50th percentile male and in the lowermost

position for the 5th percentile female dummy.

1.4.3.11. Seats

1.4.3.11.1. Position of front driver seat

Seats adjustable longitudinally shall be placed so that their "H" point,

determined in accordance with the procedure set out in Annex 6 is in the

middle position of travel or in the nearest locking position thereto, and at the

height position defined by the manufacturer (if independently adjustable for

height). In the case of a bench seat, the reference shall be to the "H" point of

the driver's place.

1.4.3.11.2. Position of front passenger seat

Seats adjustable longitudinally shall be placed so that their "H" point,

determined in accordance with the procedure set out in Annex 6, is:

(a) In the position given by the manufacturer, which shall be forward of

the middle position of travel, or

(b) In the absence of any particular recommendation from the

manufacturer, as near as possible to a position which is midway

between the forward most position of the seat and the centre position

of its travel

Any support system shall be adjusted as defined by the manufacturer. In the

absence of any particular recommendation from the manufacturer, then any

support system (e.g. seat cushion length and tilt adjustment) shall be in its

retracted/ lowermost position.


Annex 3

23

1.4.3.11.3. Position of the front seat-backs

If adjustable, the seat-backs shall be adjusted so that the resulting inclination

of the torso of the dummy is as close as possible to that recommended by the

manufacturer for normal use or, in the absence of any particular

recommendation by the manufacturer, to 25° towards the rear from the

vertical. For the 5th percentile female dummy, the seat back may be adjusted

to a different angle, if this is needed to respect the requirements of Annex 5,

Paragraph 3.1.

1.4.3.11.4. Rear seats

If adjustable, the rear seats or rear bench seats shall be placed in the rearmost

position.

1.4.4. Electrical power train adjustment

1.4.4.1. The REESS shall be at any state of charge, which allows the normal

operation of the power train as recommended by the manufacturer.

1.4.4.2. The electrical power train shall be energized with or without the operation of

the original electrical energy sources (e.g. engine-generator, REESS or

electric energy conversion system), however:

1.4.4.2.1. by the agreement between Technical Service and manufacturer it shall be

permissible to perform the test with all or parts of the electrical power train

not being energized insofar as there is no negative influence on the test result.

For parts of the electrical power train not energized, the protection against

electrical shock shall be proved by either physical protection or isolation

resistance and appropriate additional evidence.

1.4.4.2.2. in the case where an automatic disconnect is provided, at the request of the

manufacturer it shall be permissible to perform the test with the automatic

disconnect being triggered. In this case it shall be demonstrated that the

automatic disconnect would have operated during the impact test. This

includes the automatic activation signal as well as the galvanic separation

considering the conditions as seen during the impact.

2. Dummies

2.1. Front seats

2.1.1. A dummy corresponding to the specifications for Hybrid III fiftieth percentile

male dummy1 meeting the specifications for its adjustment shall be installed

in the driver seat in accordance with the conditions set out in Annex 5.

A dummy corresponding to the specifications for Hybrid III fifth percentile

female dummy1 meeting the specifications for its adjustment shall be

installed in the passenger seat in accordance with the conditions set out in

Annex 5.

1 The Working Party on Passive Safety (GRSP) of UNECE intends to prepare an addendum for the

Mutual Resolution M.R.1 on frontal impact dummies. Until the addendum is available the technical

specifications and detailed drawings of Hybrid III with the principal dimensions of a fiftieth

percentile male and of a fifth percentile female dummy and the specifications for their adjustment for

this test are deposited with the Secretary-General of the United Nations and may be consulted on

request at the secretariat to the Economic Commission for Europe, Palais des Nations, Geneva,

Switzerland.


Annex 3

24

2.1.2. The car will be tested with restraint systems, as provided by the

manufacturer.

3. Propulsion and course of vehicle

3.1. The vehicle shall be propelled by its own engine or by any other propelling

device;

3.2. At the moment of impact the vehicle shall no longer be subject to the action

of any additional steering or propelling device.

3.3. The course of the vehicle shall be such that it satisfies the requirements of

paragraphs 1.2. and 1.3.1.

4. Test speed

Vehicle speed at the moment of impact shall be 50 -0/ +1 km/h. However, if

the test was performed at a higher impact speed and the vehicle met the

requirements, the test shall be considered satisfactory.

5. Measurements to be made on dummies in front seats

5.1. All the measurements necessary for the verification of the performance

criteria shall be made with measurement systems corresponding to the

specifications of annex 8.

5.2. The different parameters shall be recorded through independent data channels

of the following CFC (Channel Frequency Class):

5.2.1. Measurements in the head of the dummy

The acceleration (a) referring to the centre of gravity is calculated from the

triaxial components of the acceleration measured with a CFC of 1000.

5.2.2. Measurements in the neck of the dummy

5.2.2.1. The axial tensile force and the fore/aft shear force at the neck/head interface

are measured with a CFC of 1000.

5.2.2.2. The bending moment about a lateral axis at the neck/head interface are

measured with a CFC of 600.

5.2.3. Measurements in the thorax of the dummy

The chest deflection between the sternum and the spine is measured with a

CFC of 180.

5.2.4. Measurements in the femur of the dummy

5.2.4.1. The axial compressive force and the bending moments are measured with a

CFC of 600.

6. Measurements to be made on the Vehicle

6.1. To enable the simplified test described in annex 7 to be carried out, the

deceleration time history of the structure shall be determined on the basis of

the value of the longitudinal accelerometers at the base of one of the "B"

pillars of the vehicle with a CFC of 180 by means of data channels

corresponding to the requirements set out in annex 8;

6.2. The speed time history which will be used in the test procedure described in

annex 7 shall be obtained from the longitudinal accelerometer at the "B"

pillar.


Annex 3

25

7. Equivalent procedures

7.1. Alternative procedures may be permitted at the discretion of the Type

Approval Authority provided equivalence can be demonstrated. A report

shall be attached to the approval documentation describing the method used

and the results obtained or the reason for not carrying out the test.

7.2. Responsibility for demonstrating the equivalence of the alternative method

shall rest with the manufacturer or his agent wishing to use such a method.


Annex 4

26

Annex 4

Performance criteria

1. Head Performance Criterion (HPC36)

1.1. The Head Performance Criterion (HPC36) is considered to be satisfied when,

during the test, there is no contact between the head and any vehicle

component.

1.2. If, during the test, there is contact between the head and any vehicle

component, a calculation of HPC is made, on the basis of the acceleration (a),

measured according to paragraph 5.2.1. of Annex 3, by the following

expression:

5.2t

t12

12 adttt

1)tt(HPC

2

1

in which:

1.2.1. The term "a" is the resultant acceleration measured according to

paragraph 5.2.1. of Annex 3 and is measured in units of gravity,

g (1 g = 9,81 m/s2);

1.2.2. If the beginning of the head contact can be determined satisfactorily, t1 and t2

are the two time instants, expressed in seconds, defining an interval between

the beginning of the head contact and the end of the recording for which the

value of HPC is maximum;

1.2.3. If the beginning of the head contact cannot be determined, t1 and t2 are the

two time instants, expressed in seconds, defining a time interval between the

beginning and the end of the recording for which the value of HPC is

maximum;

1.2.4. Values of HPC for which the time interval (t1 - t2) is greater than 36 ms are

ignored for the purposes of calculating the maximum value.

1.3. The value of the resultant head acceleration during forward impact which is

exceeded for 3 ms cumulatively is calculated from the resultant head

acceleration measured according to paragraph 5.2.1. of Annex 3.

2. Injury Criteria for neck

2.1. These criteria are determined by, the axial tensile force and the fore/aft shear

forces at the head/neck interface, expressed in kN and measured according to

paragraph 5.2.2. of Annex 3.

2.2. The neck bending moment criterion is determined by the bending moment,

expressed in Nm, about a lateral axis at the head/neck interface and measured

according to paragraph 5.2.2. of Annex 3.

3. Thorax Compression Criterion (THCC) and Viscous Criterion (V * C)

3.1. The thorax compression criterion is determined by the absolute value of the

thorax deformation, expressed in mm and measured according to



Annex 4

27

3.2. The viscous criterion (V * C) is calculated as the instantaneous product of the

compression and the rate of deflection of the sternum, measured according to

paragraph 6. of this annex and also paragraph 5.2.3. of Annex 3.

4. Femur Force Criterion (FFC)

4.1. This criterion is determined by the compression load expressed in kN,

transmitted axially on each femur of the dummy and measured according to


5. Procedure for calculating the viscous criteria (V * C) for Hybrid III dummy

5.1. The viscous criterion is calculated as the instantaneous product of the

compression and the rate of deflection of the sternum. Both are derived from

the measurement of sternum deflection.

5.2. The sternum deflection response is filtered once at CFC 180. The

compression at time t is calculated from this filtered signal as:

C(t) = D(t) / constant,

where constant= 0.229 for the HIII 50th

and constant= 0.187 for the HIII 5th

The sternum deflection velocity at time t is calculated from the filtered

deflection as:

t12

DDDD8V

)2t()2t()1t()1t(

)t(

Where D(t) is the deflection at time t in metres and ∂t is the time interval in

seconds between the measurements of deflection. The maximum value of ∂t

shall be 1.25 x 10-4

seconds. This calculation procedure is shown

diagrammatically below:

Measured deflection

D(t)

Filter at CFC 180

Calculate deflection velocity : V(t)

Calculate compression C(t)

Calculate viscous criterion at time t

(V * C) (t) = 1.3 (V (t) C(t))

Determine the maximum value of V * C

(V * C) max = max [(V * C) (t)]


Annex 5

28

Annex 5

Arrangement and installation of dummies and adjustment of restraint systems

1. Arrangement of dummies

1.1. Separate seats

The plane of symmetry of the dummy shall coincide with the vertical median

plane of the seat.

1.2. Front bench seat

1.2.1. Driver

The plane of symmetry of the dummy shall lie in the vertical plane passing

through the steering wheel centre and parallel to the longitudinal median

plane of the vehicle. If the seating position is determined by the shape of the

bench, such seat shall be regarded as a separate seat.

1.2.2. Outer passenger

The plane of symmetry of the dummy shall be symmetrical with that of the

driver dummy relative to the longitudinal median plane of the vehicle. If the

seating position is determined by the shape of the bench, such seat shall be

regarded as a separate seat.

1.3. Bench seat for front passengers (not including driver)

The planes of symmetry of the dummy shall coincide with the median planes

of the seating positions defined by the manufacturer.

2. Installation of the dummy HIII fiftieth percentile on the driver seat

2.1. Head

The transverse instrumentation platform of the head shall be horizontal

within 2.5°. To level the head of the test dummy in vehicles with upright

seats with non-adjustable backs, the following sequences shall be followed.

First adjust the position of the "H" point within the limits set forth in

paragraph 2.4.3.1. below to level the transverse instrumentation platform of

the head of the test dummy. If the transverse instrumentation platform of the

head is still not level, then adjust the pelvic angle of the test dummy within

the limits provided in paragraph 2.4.3.2. below. If the transverse

instrumentation platform of the head is still not level, then adjust the neck

bracket of the test dummy the minimum amount necessary to ensure that the

transverse instrumentation platform of the head is horizontal within 2.5°.

2.2. Arms

2.2.1. The driver's upper arms shall be adjacent to the torso with the centrelines as

close to a vertical plane as possible.

2.3. Hands

2.3.1. The palms of the driver test dummy shall be in contact with the outer part of

the steering wheel rim at the rim's horizontal centreline. The thumbs shall be


Annex 5

29

over the steering wheel rim and shall be lightly taped to the steering wheel

rim so that if the hand of the test dummy is pushed upward by a force of not

less than 9 N and not more than 22 N, the tape shall release the hand from the

steering wheel rim.

2.4. Torso

2.4.1. In vehicles equipped with bench seats, the upper torso of the driver test

dummy shall rest against the seat back. The midsagittal plane of the driver

dummy shall be vertical and parallel to the vehicle's longitudinal centreline,

and pass through the centre of the steering wheel rim.

2.4.2. In vehicles equipped with individual seats, the upper torso of the driver test

dummy shall rest against the seat back. The midsagittal plane of the driver

dummy shall be vertical and shall coincide with the longitudinal centreline of

the individual seat.

2.4.3. Lower torso

2.4.3.1. "H" point

The "H" point of the driver test dummy shall coincide within 13 mm in the

vertical dimension and 13 mm in the horizontal dimension, with a point

6 mm below the position of the "H" point determined using the procedure

described in Annex 6 except that the length of the lower leg and thigh

segments of the "H" point machine shall be adjusted to 414 and 401 mm,

instead of 417 and 432 mm respectively.

2.4.3.2. Pelvic angle

As determined using the pelvic angle gauge (GM) drawing 78051-532

incorporated by reference in Part 572 which is inserted into the "H" point

gauging hole of the dummy, the angle measured from the horizontal on the

76.2 mm (3 inch) flat surface of the gauge shall be 22.5 degrees plus or

minus 2.5 degrees.

2.5. Legs

The upper legs of the driver test dummy shall rest against the seat cushion to

the extent permitted by placement of the feet. The initial distance between the

outboard knee clevis flange surfaces shall be 270 mm 10 mm. To the extent

practicable, the left leg of the driver dummy shall be in vertical longitudinal

planes. To the extent practicable, the right leg of the driver dummy shall be in

a vertical plane. Final adjustment to accommodate placement of feet in

accordance with paragraph 2.6. for various passenger compartment

configurations is permitted.

2.6. Feet

2.6.1. The right foot of the driver test dummy shall rest on the undepressed

accelerator with the rearmost point of the heel on the floor surface in the

plane of the pedal. If the foot cannot be placed on the accelerator pedal, it

shall be positioned perpendicular to the tibia and placed as far forward as

possible in the direction of the centreline of the pedal with the rearmost point

of the heel resting on the floor surface. The heel of the left foot shall be

placed as far forward as possible and shall rest on the floor pan. The left foot

shall be positioned as flat as possible on the toe board. The longitudinal

centreline of the left foot shall be placed as parallel as possible to the

longitudinal centreline of the vehicle. For vehicles equipped with a footrest, it


Annex 5

30

shall be possible at the request of the manufacturer to place the left foot on

the footrest. In this case the position of the left foot is defined by the footrest.

2.7. The measuring instruments installed shall not in any way affect the

movement of the dummy during impact.

2.8. The temperature of the dummy and the system of measuring instruments

shall be stabilized before the test and maintained so far as possible within a

range between 19 °C and 22.2 °C.

2.9. Dummy HIII fiftieth percentile clothing

2.9.1. The instrumented dummy will be clothed in formfitting cotton stretch

garments with short sleeves and mid-calf length trousers specified in FMVSS

208, drawings 78051-292 and 293 or their equivalent.

2.9.2. A size 11XW shoe, which meets the configuration size, sole and heel

thickness specifications of the United States of America military standard

MIL S 13192, revision P and whose weight is 0.57 0.1 kg, shall be placed

and fastened on each foot of the test dummy.

3. Installation of the dummy Hybrid III fifth percentile female dummy on the

passenger seat.

The longitudinal and vertical dimension of "H" point are described as (X50thM,

Z50thM) and the longitudinal and vertical dimension of "H 5th" point are

described as (X5thF, Z5thF). XSCL is defined as the horizontal distance

between the "H" point and the most forward point on the seat cushion (see

Fig. 1). Use the following formula to calculate the "H 5th

" point. Note that

X5thF should always be more forward than the X50thM.

X5thF = X50thM, + (93mm – 0.323 x XSCL)

Z5thF = Z50thM


Annex 5

31

Figure 1

3.1. Head

The transverse instrumentation platform of the head shall be horizontal

within 2.5°. To level the head of the test dummy in vehicles with upright

seats with non-adjustable backs, the following sequences shall be followed.

First adjust the position of the "H 5th

" point within the limits set forth in

paragraph 3.4.3.1. below to level the transverse instrumentation platform of

the head of the test dummy. If the transverse instrumentation platform of the

head is still not level, then adjust the pelvic angle of the test dummy within

the limits provided in paragraph 3.4.3.2. below. If the transverse

instrumentation platform of the head is still not level, then adjust the neck

bracket of the test dummy the minimum amount necessary to ensure that the

transverse instrumentation platform of the head is horizontal within 2.5°.

3.2. Arms

3.2.1. The passenger's upper arms shall be in contact with the seat back and the

sides of the torso.

3.3. Hands

3.3.1. The palms of the passenger test dummy shall be in contact with outside of

thigh. The little finger shall be in contact with the seat cushion.

3.4. Torso

3.4.1. In vehicles equipped with bench seats, the upper torso of the passenger test

dummy shall rest against the seat back. The midsagittal plane of the

passenger dummy shall be vertical and parallel to the vehicle's longitudinal

centreline and the same distance from the vehicle's longitudinal centreline as

the midsagittal plane of the driver dummy.

3.4.2. In vehicles equipped with individual seats, the upper torso of the passenger

test dummy shall rest against the seat back. The midsagittal plane of the

passenger dummy shall be vertical and shall coincide with the longitudinal

centreline of the individual seat.

3.4.3. Lower torso

3.4.3.1. "H 5th

" point

The "H 5th" point of passenger test dummy shall coincide within 13 mm in

the horizontal dimension, of the "H 5th

" point determined using the procedure

described in Annex 6 and paragraph 3 above.


Annex 5

32

3.4.3.2. Pelvic angle

As determined using the pelvic angle gauge (GM) drawing 78051-532

incorporated by reference in Part 572 which is inserted into the "H" point

gauging hole of the dummy, the angle measured from the horizontal on the

76.2 mm (3 inch) flat surface of the gauge shall be 20 degrees plus or minus

2.5 degrees.

3.5. Legs

The upper legs of the passenger test dummy shall rest against the seat

cushion to the extent permitted by placement of the feet. The initial distance

between the outboard knee clevis flange surfaces shall be

229 mm ± 5 mm as shown in Figure 2. To the extent practicable, both legs of

the passenger dummy shall be in vertical longitudinal planes. Final

adjustment to accommodate placement of feet in accordance with paragraph

3.6. for various passenger compartment configurations is permitted.

Figure 2

The initial knee distance of Hybrid III fifth percentile female

3.6. Feet

3.6.1. The legs shall be positioned as distant as possible from the front end of the

seat cushion while the thighs are kept in contact with the seat cushion as

shown in Fig.(a). As shown in Fig.(b), each leg shall be lowered until the foot

comes in contact with the floor while the foot and tibia are kept in a right

angle to one another and the thigh inclination angle kept constant. When each

heel is in contact with the floor, the foot shall be rotated so that the toe comes

as much in contact as possible with the floor as shown in Fig.(c).

If it is not possible to have each foot in contact with the floor, the foot shall

be lowered until the calf comes in contact with the front end of the seat

cushion or the back of the foot comes in contact with the vehicle interior. The

foot shall be kept as parallel as possible to the floor as shown in Fig.(d).

In case of interference from a vehicle body protrusion, the foot shall be

rotated as minimally as possible around the tibia. In case interference still

remains, the femur shall be rotated to resolve or minimize the interference.

The foot shall be moved inward or outward while the separation distance

between the knees is kept constant.

surfaceclevis flange

(Left) (Right) Dummycenter

Unit:mm229±5

114.5±2.5 114.5±2.5

Outboard Knee

surfaceclevis flange

(Left) (Right) Dummycenter

Unit:mm229±5

114.5±2.5 114.5±2.5

Outboard Knee


Annex 5

33

Figure (a) Figure (b)

Figure (c) Figure (d)

3.7. The measuring instruments installed shall not in any way affect the

movement of the dummy during impact.

3.8. The temperature of the dummies and the system of measuring instruments

shall be stabilized before the test and maintained so far as possible within a

range between 19 °C and 22.2 °C.

3.9. Dummy HIII fifth percentile clothing

3.9.1. The instrumented dummy will be clothed in formfitting cotton stretch

garments with short sleeves and mid-calf length trousers specified in FMVSS

208, drawings 78051-292 and 293 or their equivalent.

3.9.2. A size 7.5 W small female size shoe, which meets the configuration size, sole

and heel thickness specifications of the United States of America military

standard MIL-S-21711E, revision P and whose weight is 0.41 ± 0.09 kg, shall

be placed and fastened on each foot of the test dummies.

4. Adjustment of restraint system

The dummy jacket shall be installed at the appropriate position where the bolt

hole of the neck lower bracket and the work hole of the dummy jacket should

be at the same position. With the test dummy at its designated seating

position as specified by the appropriate requirements of paragraphs 2.1.

through 2.6. and paragraphs 3.1 to 3.6 above, place the belt around the test

dummy and fasten the latch. Remove all slack from the lap belt. Pull the

upper torso webbing out of the retractor and allow it to retract. Repeat this

operation four times. The shoulder belt should be at the position between the


Annex 5

34

area which shall not be taken off of shoulder and shall not come in contact

with the neck. The seat belt path shall be positioned: for Hybrid III fiftieth

percentile male dummy, the hole of the outer side dummy jacket shall not be

fully hidden by the seat belt. For Hybrid III fifth percentile female dummy,

the seat belt shall lie between the breasts. Apply a 9 to 18 N tension load to

the lap belt. If the belt system is equipped with a tension-relieving device,

introduce the maximum amount of slack into the upper torso belt that is

recommended by the manufacturer for normal use in the owner's manual for

the vehicle. If the belt system is not equipped with a tension-relieving device,

allow the excess webbing in the shoulder belt to be retracted by the rewind

force of the retractor. Where the safety belt and safety belt anchorages are

located such that the belt does not lie as required above then the safety belt

may be manually adjusted and retained by tape.


Annex 6

35

Annex 6

Procedure for determining the "H" point and the actual torso angle for seating positions in motor vehicles

1

Appendix 1 - Description of the three dimensional "H" point machine (3-D H machine)

1

Appendix 2 - Three-dimensional reference system1

Appendix 3 - Reference data concerning seating positions1

1 The procedure is described in Annex 1 to the Consolidated Resolution on the Construction of

Vehicles (RE.3) (document ECE/TRANS/WP.29/78/Rev.3).


http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html


Annex 7

36

Annex 7

Test procedure with trolley

1. Test installation and procedure

1.1. Trolley

The trolley shall be so constructed that no permanent deformation appears

after the test. It shall be so guided that, during the impact phase, the deviation

in the vertical plane does not exceed 5° and 2° in the horizontal plane.

1.2. State of the structure

1.2.1. General

The structure tested shall be representative of the series production of the

vehicles concerned. Some components may be replaced or removed where

such replacement or removal clearly has no effect on the test results.

1.2.2. Adjustments

Adjustments shall conform to those set out in paragraph 1.4.3. of Annex 3 to

this Regulation, taking into account what is stated in paragraph 1.2.1. above.

1.3. Attachment of the structure

1.3.1. The structure shall be firmly attached to the trolley in such a way that no

relative displacement occurs during the test.

1.3.2. The method used to fasten the structure to the trolley shall not have the effect

of strengthening the seat anchorages or restraint devices, or of producing any

abnormal deformation of the structure.

1.3.3. The attachment device recommended is that whereby the structure rests on

supports placed approximately in the axis of the wheels or, if possible,

whereby the structure is secured to the trolley by the fastenings of the

suspension system.

1.3.4. The angle between the longitudinal axis of the vehicle and the direction of

motion of the trolley shall be 0° ± 2°.

1.4. Dummies

The dummies and their positioning shall conform to the specifications in

Annex 3, paragraph 2.

1.5. Measuring apparatus

1.5.1. Deceleration of the structure

The position of the transducers measuring the deceleration of the structure

during the impact shall be parallel to the longitudinal axis of the trolley

according to the specifications of Annex 8 (CFC 180).


Annex 7

37

1.5.2. Measurements to be made on the dummies

All the measurements necessary for checking the listed criteria are set out in

Annex 3, paragraph 5.

1.6. Deceleration curve of the structure

The deceleration curve of the structure during the impact phase shall be such

that the "variation of speed in relation to time" curve obtained by integration

at no point differs by more than 1 m/s from the "variation of speed in

relation to time" reference curve of the vehicle concerned as defined in

appendix to this annex. A displacement with regard to the time axis of the

reference curve may be used to obtain the structure velocity inside the

corridor.

1.7. Reference curve V = f(t) of the vehicle concerned

This reference curve is obtained by integration of the deceleration curve of

the vehicle concerned measured in the frontal collision test against a barrier

as provided for in paragraph 6. of Annex 3 to this Regulation.

1.8. Equivalent method

The test may be performed by some other method than that of deceleration of

a trolley, provided that such method complies with the requirement

concerning the range of variation of speed described in paragraph 1.6. above.

ECE/TRANS/WP.29/ 2015/105

Annex 7

38

Annex 7 - Appendix

Equivalence curve - tolerance band for curve V = f(t)


Annex 8

39

Annex 8

Technique of measurement in measurement tests: Instrumentation

1. Definitions

1.1. Data channel

A data channel comprises all the instrumentation from a transducer (or

multiple transducers whose outputs are combined in some specified way) up

to and including any analysis procedures that may alter the frequency content

or the amplitude content of data.

1.2. Transducer

The first device in a data channel used to convert a physical quantity to be

measured into a second quantity (such as an electrical voltage) which can be

processed by the remainder of the channel.

1.3. Channel Amplitude Class: CAC

The designation for a data channel that meets certain amplitude

characteristics as specified in this annex. The CAC number is numerically

equal to the upper limit of the measurement range.

1.4. Characteristic frequencies FH, FL, FN

These frequencies are defined in Figure 1 of this annex.

1.5. Channels Frequency Class: CFC

The channel frequency class is designated by a number indicating that the

channel frequency response lies within the limits specified in Figure 1 of this

annex. This number and the value of the frequency FH in Hz are numerically

equal.

1.6. Sensitivity coefficient

The slope of the straight line representing the best fit to the calibration values

determined by the method of least square within the channel amplitude class.

1.7. Calibration factor of a data channel

The mean value of the sensitivity coefficients evaluated over frequencies

which are evenly spaced on a logarithmic scale between 5.2

FandF H

L

1.8. Linearity error

The ratio, in per cent, of the maximum difference between the calibration

value and the corresponding value read on the straight line defined in

paragraph 1.6. above at the upper limit of the channel amplitude class.

1.9. Cross sensitivity

The ratio of the output signal to the input signal, when an excitation is

applied to the transducer perpendicular to the measurement axis. It is

expressed as a percentage of the sensitivity along the measurement axis.


Annex 8

40

1.10. Phase delay time

The phase delay time of a data channel is equal to the phase delay (in

radians) of a sinusoidal signal, divided by the angular frequency of that signal

(in radians/second).

1.11. Environment

The aggregate, at a given moment, of all external conditions and influences to

which the data channel is subjected.

2. Performance requirements

2.1. Linearity error

The absolute value of the linearity error of a data channel at any frequency in

the CFC, shall be equal to or less than 2.5 per cent of the value of the CAC,

over the whole measurement range.

2.2. Amplitude against frequency

The frequency response of a data channel shall lie within the limiting curves

given in Figure 1 of this annex. The zero dB line is determined by the

calibration factor.

2.3. Phase delay time

The phase delay time between the input and the output signals of a data

channel shall be determined and shall not vary by more than 1/10 FH seconds

between 0.03 FH and FH.

2.4. Time

2.4.1. Time base

A time base shall be recorded and shall at least give 1/100 s with an accuracy

of 1 per cent.

2.4.2. Relative time delay

The relative time delay between the signal of two or more data channels,

regardless of their frequency class, shall not exceed 1 ms excluding delay

caused by phase shift.

Two or more data channels of which the signals are combined shall have the

same frequency class and shall not have relative time delay greater than

1/10 FH seconds.

This requirement applies to analogue signals as well as to synchronization

pulses and digital signals.

2.5. Transducer cross sensitivity

The transducer cross sensitivity shall be less than 5 per cent in any direction.

2.6. Calibration

2.6.1. General

A data channel shall be calibrated at least once a year against reference

equipment traceable to known standards. The methods used to carry out a

comparison with reference equipment shall not introduce an error greater

than 1 per cent of the CAC. The use of the reference equipment is limited to


Annex 8

41

the frequency range for which they have been calibrated. Subsystems of a

data channel may be evaluated individually and the results factored into the

accuracy of the total data channel. This can be done for example by an

electrical signal of known amplitude simulating the output signal of the

transducer which allows a check to be made on the gain factor of the data

channel, excluding the transducer.

2.6.2. Accuracy of reference equipment for calibration

The accuracy of the reference equipment shall be certified or endorsed by an

official metrology service.

2.6.2.1. Static calibration

2.6.2.1.1. Accelerations

The errors shall be less than 1.5 per cent of the channel amplitude class.

2.6.2.1.2. Forces

The error shall be less than 1 per cent of the channel amplitude class.

2.6.2.1.3. Displacements

The error shall be less than 1 per cent of the channel amplitude class.

2.6.2.2. Dynamic calibration

2.6.2.2.1. Accelerations

The error in the reference accelerations expressed as a percentage of the

channel amplitude class shall be less than 1.5 per cent below 400 Hz, less

than 2 per cent between 400 Hz and 900 Hz, and less than 2.5 per cent

above 900 Hz.

2.6.2.3. Time

The relative error in the reference time shall be less than 10-5

.

2.6.3. Sensitivity coefficient and linearity error

The sensitivity coefficient and the linearity error shall be determined by

measuring the output signal of the data channel against a known input signal

for various values of this signal. The calibration of the data channel shall

cover the whole range of the amplitude class.

For bi-directional channels, both the positive and negative values shall be

used.

If the calibration equipment cannot produce the required input owing to the

excessively high values of the quantity to be measured, calibrations shall be

carried out within the limits of the calibration standards and these limits shall

be recorded in the test report.

A total data channel shall be calibrated at a frequency or at a spectrum of

frequencies having a significant value between 5.2

FandF H

L .


Annex 8

42

2.6.4. Calibration of the frequency response

The response curves of phase and amplitude against frequency shall be

determined by measuring the output signals of the data channel in terms of

phase and amplitude against a known input signal, for various values of this

signal varying between FL and 10 times the CFC or 3,000 Hz, whichever is

lower.

2.7. Environmental effects

A regular check shall be made to identify any environmental influence (such

as electric or magnetic flux, cable velocity, etc.). This can be done for

instance by recording the output of spare channels equipped with dummy

transducers. If significant output signals are obtained corrective action shall

be taken, for instance by replacement of cables.

2.8. Choice and designation of the data channel

The CAC and CFC define a data channel.

The CAC shall be 1, 2 or 5 to a power of ten.

3. Mounting of transducers

Transducers should be rigidly secured so that their recordings are affected by

vibration as little as possible. Any mounting having a lowest resonance

frequency equal to at least 5 times the frequency FH of the data channel

considered shall be considered valid. Acceleration transducers in particular

should be mounted in such a way that the initial angle of the real

measurement axis to the corresponding axis of the reference axis system is

not greater than 5° unless an analytical or experimental assessment of the

effect of the mounting on the collected data is made. When multi-axial

accelerations at a point are to be measured, each acceleration transducer axis

should pass within 10 mm of that point, and the centre of seismic mass of

each accelerometer should be within 30 mm of that point.

4. Data processing

4.1. Filtering

Filtering corresponding to the frequencies of the data channel class may be

carried out during either recording or processing of data. However, before

recording, analogical filtering at a higher level than CFC should be effected

in order to use at least 50 per cent of the dynamic range of the recorder and to

reduce the risk of high frequencies saturating the recorder or causing aliasing

errors in the digitalizing process.

4.2. Digitalizing

4.2.1. Sampling frequency

The sampling frequency should be equal to at least 8 FH.

4.2.2. Amplitude resolution

The size of digital words should be at least 7 bits and a parity bit.

5. Presentation of results

The results should be presented on A4 size paper (ISO/R 216). Results

presented as diagrams should have axes scaled with a measurement unit


Annex 8

43

corresponding to a suitable multiple of the chosen unit (for example, 1, 2, 5,

10, 20 millimetres). SI units shall be used, except for vehicle velocity, where

km/h may be used, and for accelerations due to impact where g, with

g = 9.8 m/s2, may be used.

Figure 1

Frequency response curve

CFC

FL

Hz

FH

Hz

FN

Hz

N Logarithmic scale

a 0.5 dB

b + 0.5; -1 dB

c + 0.5; -4 dB

d - 9 dB/octave

e - 24 dB/octave

f

g - 30

1,000

600

180

60

< 0.1

< 0.1

< 0.1

< 0.1

1,000

600

180

60

1,650

1,000

300

100


Annex 9

44

Annex 9

Test procedures for the protection of the occupants of vehicles operating on electrical power from high voltage and electrolyte spillage

This annex describes test procedures to demonstrate compliance to the

electrical safety requirements of paragraph 5.2.8. of this Regulation. For

example, megohmmeter or oscilloscope measurements are an appropriate

alternative to the procedure described below for measuring isolation

resistance. In this case it may be necessary to deactivate the onboard isolation

resistance monitoring system.

Before the vehicle impact test conducted, the high voltage bus voltage (Vb)

(see Figure 1 below) shall be measured and recorded to confirm that it is

within the operating voltage of the vehicle as specified by the vehicle

manufacturer.

1. Test setup and equipment

If a high voltage disconnect function is used, measurements are to be taken

from both sides of the device performing the disconnect function.

However, if the high voltage disconnect is integral to the REESS or the

energy conversion system and the high-voltage bus of the REESS or the

energy conversion system is protected according to protection IPXXB

following the impact test, measurements may only be taken between the

device performing the disconnect function and the electrical loads.

The voltmeter used in this test shall measure DC values and have an internal

resistance of at least 10 MΩ.

2. The following instructions may be used if voltage is measured.

After the impact test, determine the high voltage bus voltages (Vb, V1, V2)

(see Figure 1 below).

The voltage measurement shall be made not earlier than 5 seconds, but, not

later than 60 seconds after the impact.

This procedure is not applicable if the test is performed under the condition

where the electric power train is not energized.


Annex 9

45

Figure 1

Measurement of Vb, V1, V2

3. Assessment procedure for low electrical energy

Prior to the impact a switch S1 and a known discharge resistor Re is

connected in parallel to the relevant capacitance (ref. Figure 2 below).

Not earlier than 5 seconds and not later than 60 seconds after the impact the

switch S1 shall be closed while the voltage Vb and the current Ie are measured

and recorded. The product of the voltage Vb and the current Ie shall be

integrated over the period of time, starting from the moment when the switch

S1 is closed (tc) until the voltage Vb falls below the high voltage threshold of

60 V DC (th). The resulting integration equals the total energy (TE) in Joules.

(a) dtIVTE

th

tc

eb

When Vb is measured at a point in time between 5 seconds and 60 seconds

after the impact and the capacitance of the X-capacitors (Cx) is specified by

the manufacturer, total energy (TE) shall be calculated according to the

following formula:

(b) TE = 0.5 x Cx x(Vb2 – 3 600)

When V1 and V2 (see Figure 1 above) are measured at a point in time

between 5 seconds and 60 seconds after the impact and the capacitances of

the Y-capacitors (Cy1, Cy2) are specified by the manufacturer, total energy

(TEy1, TEy2) shall be calculated according to the following formulas:

High Voltage Bus

Energy Conversion

System Assembly REESS assembly

V2

V1

Vb

+

-

+

-

Energy

Conversion

System

Taction System

Electrical Chassis

REESS


Annex 9

46

(c) TEy1 = 0.5 x Cy1 x (V12 -3 600)

TEy2 = 0.5 x Cy2 x (V22- 3 600)

This procedure is not applicable if the test is performed under the condition

where the electric power train is not energized.

Figure 2

E.g. measurement of high voltage bus energy stored in X-capacitors

4. Physical protection

Following the vehicle impact test any parts surrounding the high voltage

components shall be, without the use of tools, opened, disassembled or

removed. All remaining surrounding parts shall be considered part of the

physical protection.

The jointed test finger described in Figure 1 of Appendix 1 shall be inserted

into any gaps or openings of the physical protection with a test force

of 10 N ± 10 per cent for electrical safety assessment. If partial or full

penetration into the physical protection by the jointed test finger occurs, the

jointed test finger shall be placed in every position as specified below.

Starting from the straight position, both joints of the test finger shall be

rotated progressively through an angle of up to 90 degrees with respect to the

axis of the adjoining section of the finger and shall be placed in every

possible position.

Internal electrical protection barriers are considered part of the enclosure

If appropriate a low-voltage supply (of not less than 40 V and not more

than 50 V) in series with a suitable lamp should be connected, between the

jointed test finger and high voltage live parts inside the electrical protection

barrier or enclosure.

Electrical Chassis

Electrical Chassis

High Voltage Bus

Energy Conversion

System Assembly REESS assembly

Vb

+

-

+

-

Energy

Conversion

System

REESS Traction System

Re

Ie

S1


Annex 9

47

4.1. Acceptance conditions

The requirements of paragraph 5.2.8.1.3. of this Regulation shall be

considered to be met if the jointed test finger described in figure 1 of

Appendix 1, is unable to contact high voltage live parts.

If necessary a mirror or a fiberscope may be used in order to inspect whether

the jointed test finger touches the high voltage buses.

If this requirement is verified by a signal circuit between the jointed test

finger and high voltage live parts, the lamp shall not light.

5. Isolation resistance

The isolation resistance between the high voltage bus and the electrical

chassis may be demonstrated either by measurement or by a combination of

measurement and calculation.

The following instructions should be used if the isolation resistance is

demonstrated by measurement.

Measure and record the voltage (Vb) between the negative and the positive

side of the high voltage bus (see Figure 1 above);

Measure and record the voltage (V1) between the negative side of the high

voltage bus and the electrical chassis (see Figure 1 above);

Measure and record the voltage (V2) between the positive side of the high

voltage bus and the electrical chassis (see Figure 1 above);

If V1 is greater than or equal to V2, insert a standard known resistance (Ro)

between the negative side of the high voltage bus and the electrical chassis.

With Ro installed, measure the voltage (V1’) between the negative side of the

high voltage bus and the vehicle electrical chassis (see Figure 3 below).

Calculate the isolation resistance (Ri) according to the formula shown below.

Ri = Ro*(Vb/V1’ – Vb/V1) or Ri = Ro*Vb*(1/V1’ – 1/V1)

Divide the result Ri, which is the electrical isolation resistance value in Ohm

(Ω), by the working voltage of the high voltage bus in Volt (V).

Ri (Ω / V) = Ri (Ω) / Working voltage (V)


Annex 9

48

Figure 3

Measurement of V1’

If V2 is greater than V1, insert a standard known resistance (Ro) between the

positive side of the high voltage bus and the electrical chassis. With Ro

installed, measure the voltage (V2’) between the positive side of the high

voltage bus and the electrical chassis (see Figure 4 below).

Calculate the isolation resistance (Ri) according to the formula shown

below.

Ri = Ro*(Vb/V2’ – Vb/V2) or Ri = Ro*Vb*(1/V2’ – 1/V2)

Divide the result Ri, which is the electrical isolation resistance value in Ohm

(Ω), by the working voltage of the high voltage bus in Volt (V).

Ri (Ω / V) = Ri (Ω) / Working voltage (V)

Electrical Chassis

Electrical Chassis

High Voltage Bus

Energy Conversion

System Assembly REESS Assembly

V1’

+

-

+

-

Energy

Conversion

System


R0


Annex 9

49

Figure 4

Measurement of V2’

Note: The standard known resistance Ro (in Ω) should be the value of the

minimum required isolation resistance (Ω/V) multiplied by the working

voltage (V) of the vehicle plus/minus 20 per cent. Ro is not required to be

precisely this value since the equations are valid for any Ro; however, a Ro

value in this range should provide a good resolution for the voltage

measurements.

6. Electrolyte spillage

Appropriate coating shall be applied, if necessary, to the physical protection

in order to confirm any electrolyte leakage from the REESS after the impact

test.

Unless the manufacturer provides means to differentiate between the leakage

of different liquids, all liquid leakage shall be considered as the electrolyte.

7. REESS retention

Compliance shall be determined by visual inspection.

Electrical Chassis

Electrical Chassis

High Voltage Bus

Energy Conversion

System Assembly REESS Assembly V2’

+

-

+

-

Energy

Conversion

System


R0


Annex 9 - Appendix

50

Annex 9 - Appendix

Jointed test finger (IPXXB)

Figure 1

Jointed test finger

Material: metal, except where otherwise specified

Linear dimensions in millimetres

Tolerances on dimensions without specific tolerance:

(a) On angles: 0/-10°

(b) On linear dimensions: up to 25 mm: 0/-0.05 mm over 25 mm:

±0.2 mm

Both joints shall permit movement in the same plane and the same direction

through an angle of 90° with a 0 to +10° tolerance.

ece...ece/trans/wp.29/2015/105 3 1. scope this regulation applies to vehicles of category m 1 1 with...

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